Engine-governor.



P. X. BAGHLE & W. W. WELLS.

ENGINE GOVERNOR.

APPLICATION FILED JULY 11, 1913.

1,117,759. Patented Nov. 17, 1914.

2 SHEETSSHEET 1 WITNESSES: I INVENTORS 54 6, g flwmfi f t.

F. X. BACHLE & W. W. WELLS.

ENGINE GOVERNOR.

APPLICATION FILED JULY 11, 1913.

1,1 17,759. Patented Nov. 17, 1914.

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WITNESSES: v \NVENTORS W C7 M. ymwzwm,

FRANK X. BACHLE AND WALTER. W. WELLS, OF CLYDE, OHIO, ASSIGNORS TO THEKREBS COMMERCIAL CAR COMPANY, QF. CLYDE, OHIG, A CORPORATION OF OHIO.

ENGINE-GOVERNGB.

To all whom it may concern Be it known that we, FRANK X. BACHLE andWALTER W. \VELLS, citizens of the United States, and residents of Clyde,in

r the county of Sandusky and State of Ohio,

have invented a certain new and useful Engine-Governor; and we do.hereby declare the following tobe a full, clear, and exact descriptionof the'invention, such as will enable others skilled in the art to whichit apertains to make and use the same, reference being made to theaccompanying draw ings, and to the characters of reference markedthereon, which form a part of this specification.

This invention relates to-engine governors, and particularly to means ofthis class adapted for use in connection with the internal combustionengines of automobiles, but is not restrictedto such use as it may beused in any connection for which it may be adapted or appropriate.

The object of our invention is the provision of simple and improvedmeans of this class, which is operable to accurately regulate the speedat which it may be desiredto run an engine, and which is capable ofeasyand quick adjustment from the drivers seat in the associatedvehicle, orfrom any other provision, in combination with a governor of the classdescribed, of simple and eificient means for automatically controllingthe time of ignition in proper accordance with the varying conditions ofspeed and load, whereby the engine will work at its maximum efiiciencyat all times. r 7

The invention is fully described in the following specification, andWhile, in its broader aspect, it is capable of embodiment in numerousforms, a preferred embodiment thereof is illustrated in the accompanyingdrawings, in which,

Figure 1 is a side elevation of an apparatus embodying our invention,with parts broken away. Fig. 2. is a plan-of an engine and associatedparts embodying the invention. Fig. 3 is an enlarged central verticalsection of a steering mechanism with a'ssociated control parts of theinvention, and Fig. 4 is a face View of the timer mechanism.

Specification of Letters Patent.

Referring to the drawings, 1 designates a portion of the supportingframe of a vehicle with which our improved mechanism is associated, orit may constitute any other suitable supporting part; 2 governor weightsof any suitable form, which are rotatable with a shaft 3 and areconnected to a sleeve mounted for longitudinal sliding movements on saidshaft, such movements being actuated by the governor weights upon achanging of the speed of running the shaft; 5 the timer mechanism forthe ignition circuit of an associated engine 6, which mechanism may beof any suitable type, and 7 the engine carburetor having the customarythrottle valve 7. The governor shaft 3 is geared tothc engine shaft, asat 3', or otherwise suitably connected thereto.

Projecting up within the-goveriior case 8 from a rock-shaft 9 is an arm10, the upper or free end of which is forked to adapt it to straddle theshaft 3 and bear against the outer side of the governor sleeve 4,whereby an outward movement of such sleeve from the governor weightseffects a rocking of the arm 10 and shaft 9 in one direction. The shaft9 is mounted in the base of the governor case 8, or iii any othersuitable part, and has arms 11 and 12 projccting therefrom in bell-cranklever form and adapted to have rocking movements therewith. The arm 11is connected by a rod or link. member 13 to the upper end of alever-1114, which is pivoted substantially centrally of its ends to acrank-arm 15 on one end of a rock-shaft 15*, which is mounted in aconvenient frame part. An arm 15 on the other end of such shaft isconnected by a rod or link member 16 to the movable part 17 of the timermechanism, whereby the time of sparking of the ignition circuit of theengine is advanced or retarded, as the thrpttle is opened or closed, asis well understood in .the art.

The lever-arm 12 isconnected to the throttle-valve arm 18 of thecarburetor in any suitable manner, as, for instance, through the rods 19and 20and the interposed bellcrank lever connection 21, the shaft 21 ofwhich is mounted on a bearing-standard 22 and carries the lever arm atopposite ends thereof. It will, of course, be understood that the formof the connection between the' arms 12 and 18 may be changed accordingto the relative positions of such arms. It is Patented Nov. 17, 1914:.

Application filed July 11, um. Serial "No. 778,443.

' part, which part, in the present instance, is

in the form of a rockenarm24= that is pivoted to the frame 1, as at 25,the tension of the spring on the arm 11 being changed by a movement ofthe part 2a in one or the other direction relative to said arm. The

arm 24 has an extension or finger 24' pro jecting from its fulcrum end,and this finger is connected by a rod or link-member 26 to the oppositeend of the lever 14- from that to which the rod 13 connects, for thepurpose hereinafter described.

It is evident from the above that any increase of speed in the engineincreases the centrifugal force of the weights so that they are nolonger balanced by the pull of the spring, thus permitting the weightsto move out farther from the axis of rotation, and this movement of theweights is communicated as hereinafter described, or in any othersuitable manner, to the throttle or means controlling the supply ofenergy to the engine, an outward movement of the weights reducing thesupply of energy by closing the throttle, and aninward movementincreasing the supply by opening the throttle. Since the outwardmovement of the weights increases the radius of the circle in which theyrotate, and since centrifugal force varies directly as the radius ofrotation, the tension of the spring must be increased a like amount inorder that it will be able to pull in the weights and efiect an openingof the throttle as soon as the speed falls below normal. A spring couldbe used that is just stifi enough to balance the weights in either theirinner or outer or any intermediate position, at exactly the same speed,thus providing what is known as an isochronous governor; but with such aspring a very slight change of speed causes the weights to move to theirextreme position, and hence they would be constantly moving from oneextreme position to an-v other, a condition known as a hunting governor.It has been common practice to make the spring a little stiffer than isrequired to actually balance the weights so that the speed when the engne is ully 10a ded is about 2% less than when runnin idle, that is, forexample, if the engine ma es 98 R. underv full load (weights in) andhalf of the load is thrown off, the speed will increase to 99 R. P. M.,and then the spring will balance the weights in their middle position.Throwing ofl' all the load allows the engine to speed up slightly andthe weights ,reach their outer position and efi'ect'a closing of thethrottle when the speed reaches 100 R. P. M. If aspring more flexiblethan required for isochronous governing were used, the. centrifugalforce and spring tension would balance at one speed with the weights intheir outer position and at a higher speed with the weights in theirinner position with the result that the engine would run with thethrottle wide open until the speed reaches the maximum, and then theweights would move out closing the throttle tight until the speeddropped to the lower limit, then open wide again, etc., making a badcase of hunting. Since centrifugal force varies as the radius ofrotation and also as the square of the number of R. P.

M. it will be seen that it is necessary to employ difi'erent springs ordifi'erent weights or a difierent relation between the weights andspring if it is desired to use the gover nor at difierent speeds. F orinstance, at 1000 R. P. M., centrifugal-force is twentyfive times asgreat as at 200 R. P. M. hence, the spring must be twenty-five times asstifi", or have twenty-five times as much leverage on the weights, if itis to govern to the same decree of accuracy;

With our improved governing mechanism different springs or weights arenot required, but instead thereof the position of the spring is shifted,so as to change the leverage with which it acts, and this shifting isdone while the engine is in motion and carrying its load, givingaccurate automatic control 0 the speed regardless of changes of load andthroughout a wide range of speeds.

In order to control the movements of the part 25 from the drivers seatin the associated vehicle, in the presentinstance, a cable or othersuitable draft means 27 is attached at one end to the free end of thearm 25% and'at its other end to the periphery o the wheel segment 28,which is carried at the lower end of the hollow shaft 29 that extends upthrough the steering column 30 of the vehicle, being suitably mountedtherein. The upper end of the shaft 29 projects without the upper end ofthe steering column 30 above the steering wheel 31 and has an arm 32projecting laterally therefrcm, as shown in Fig. 2, whereby a swingingof such arm efiects a rocking of the segment 28 to move the cable 27. Alever member 33 is fulcrumed to the arm 32 within a longitudinallyextending surface recess therein and has its inner end attached to theupper end of a rod 34, which extends down through the shaft 29 andattaches at fulcrumed to the hub portion of the segment 28, as at 36,and is adapted to have rocking movements with said segment and alsorelative thereto. The free end of the latch-lever 35 is adapted toengage within any one of the notches of a segmental rack 37, which isfixed to a stationary part of the vehicle,

as to a casting 38, thus causing the control parts to be held inadjusted position. It is evident that a shifting of the control arm 32effects an adjustment of the anchoring parts 24 to change the tension ofthe spring 23 and also its leverage on the arm 11 on the shaft 9, sothat one spring accurately controls the engine for all proper positionsand through a wide range of speeds. I

The operation of our improved governing mechanism is as follows: hen thegovernor is at rest the carburetor throttle 7 stands in What may betermed full open position, but which need not be full open position withrelation to the carbureter, as it is onlv necessary that the throttle beopen to such an extentas to enable it to have a closing or throttlingdown movement when the slide part 4c of the governor is moved outward,so that the engine, after a starting thereof, may be brought orthrottled down to the speed at which it is desired to be run. Theadjustment of the timer mechanism is also in accordance with thethrottle movements. The full open position of the carburetor enables theengine to be easily started, and upon starting the outward movement ofthe governor part 4, which is caused by the rotation of the governor,imparts a movement to the arms 11 and 12, which in turn respectivelymove the timer lever 17 to advance the spark, and the throttle 7 toreduce the engine charges a suflicient extent to run the engine at thedesired speed. If it is desired to increase or diminish the speed ofrunning of the engine it is. easily and quickly accomplished by simplymoving the lever 33 to released position and then moving the control arm32 to proper position to change the tension and leverage of the spring23 on the lever arm 11 as desired, thus admirably adapting this controlmechanism for use in motor driven vehicles. as it permits the changingof the speed of running of the same while the car is in motion andwithout the driver leaving his seat therein.

It is evident that the use ofour improved governor-makes possible anideal automatic control of the time of ignition of the charges of. aninternal combustion engine. An automobile engine is required to operateunder widely different conditions of speed and load, every changerequiring a change in the time of ignition, if the spark is to work atits maximum efliciency. An expert driver can keep his spark lever insuch a position as will enable the engine to deliver approximately itsmaximum power, but. it is impossible for him to recognize and allow forevery change of condition; and with the ordinary driver and ordinaryconditions the timing is so far from ideal that some manufacturersprefer to use a fixed spark which may be right for the average speedwith the average load, but which cannot be correct for other conditions.A little earlier spark than is necessary does not appreciably reduce thepower nor interfere with the smooth working of the engine, but it doescause unnecessary wear on the engine, as shown by tests in which theindicated horsepower is increased as much as 3% by advancing the spark,while the brake horsepower remains practically the same. Some attemptshave been made to secure an automatic timing of the ignition by means ofa governor controlled circuit breaker on the magneto, but these have notcome into general use, probably because they take account of only one ofthe variables hereinafter referred tothat is, the speed variable. Thecorrect time for ignition depends upon three conditions as follows: 1.The size and shape of the combustion chamber and location of spark plug.Constant. 2. The density of the explosive mixture, and percentage ofburned gas. Varies with the throttle position, especially on a :fourcycle engine. 3. Speed of motor. Varies at the will of the driver.

In our governing mechanism there is one lever, namely, 11, the positionof which varies with the position of the throttle, due to the connectiontherebetween. This lever is also connected with the timer in such manneras to adjust the spark according to the density referred to in section 2above. The position of another lever, namely, 24 determines the speed ofthe engine. This lever is also connected with the timer to take care ofthe changes in speed referred to in section 3 above. Inasmuch as both ofthe members 11 and 24 are connected to the timer, the time of ignitionis changed with every change in density and speed, thus taking care ofboth variables 2 and 3 and giving the necessary advance under allconditions more accurately than the most expert driver.

lVe wish it understood that our invention is not limited to any specificconstruction or arrangement of the parts except in so far as suchlimitations are specified in the claims.

Having thus described our invention, what we claim as new, and desire tosecure by Letters Patent, is,

1. In combination, an internal combustion engine, a governor driven bythe engine and controlling the supply of gas thereto,

said governor having rotatable centrifugal 1 parts, a spring, andleverage connection between said spring and parts, the spring resistingthe centrifugal action of said parts and being adjustable to change theleverage on the parts at the same time its tension is changed.

2. In combination, an internal combustion engine, a governor driven bythe engine and controlling the supply of gas thereto, said governorhaving rotatable centrifugal parts, a non-rotatable spring, and leverageconnection between said spring and parts, the spring resisting thecentrifugal action of said parts and being adjustable to change theleverage on said parts at the same time its tension is changed.

3. In combination, an internal combustion engine, a governor driven bythe engine and controlling the supply of gas thereto, said governorhaving rotatable centrifugal parts, a non-rotatable spring, and leverageconnection between said spring and parts, the spring resisting thecentrifugal action of said parts and being adjustable to change theleverage on said parts.

4:. In combination, an internal combustion engine, a governor drivenbythe engine and having rotatable centrifugal parts, a non-rotatablecontractile spring, a lever connecting said parts and spring, saidspring serving to resist the centrifugal action of said parts, anchoragemeans for said spring adjustable to change both its tension and leverageon said lever, and means actuated by the governor for controlling thesupply of gas to the engine.

5. In combination, an internal combustion engine, a governor driven bythe engine and having rotatable centrifugal parts, a nonrotatablespring, leverage connection between said spring and parts, the springresisting the centrifugal action of said parts, an oscillatory anchoragemember for said spring movable to change the tension of the spring andits leverage on said connection, and means actuated by the governor forcontrolling the supply of gas thereto. D

6. In combination, an internal combustion engine, a governor driven bythe engine and having rotatable centrifugal parts, a spring, leverageconnection between said spring and parts, said spring cooperating withsaid connection to resist the centrifugal action of said parts, meansoperable to governor driven by the engine, a lever movable in onedirection by said governor when the engine, means connecting saidgovernor and throttle for communicating predetermined movements to thethrottle when the governor is operated, said means having a rocker-arm,a spring attached to and cooperating with said arm to resist a governoractuated movement of said means, a movable anchor member for saidspring, and means operable at a distance from said anchor member duringa running of the engine to move said member to change the tension of thespring and its leverage on the rocker-arm.

9. In combination, an internal combustion engine, a fuel feed throttletherefor, a governor driven by the engine, connection between saidgovernor and throttle for controlling the movements of the throttle by arunning of the governor, means yieldingly resisting a throttle actuatingmovement of said connection, a movable anchor member for said means, andmechanism operable during a running of the engine and at a distance fromsaid anchor member for moving the latter to change both the tension andleverage of said means on said connection.

10. The combination with the timer and throttle valve of an internalcombustion engine, of a governor mechanism actuated by the engine andhaving a part the position of which varies with the position of thethrottle valve and a part movable to change the speed of running of theengine, and means connecting both of said parts with the timer andoperable upon-a movement of either to change the time of ignition.

11. The combination with the timer of an internal combustion engine, ofa governor having rotatable centrifugal parts, a spring, and leverageconnection between the-spring and said parts and timer, the springresisting the centrifugal action of said parts, and means manuallyadjustable to change the tension of said spring, and connection betweensaid means and timer.

12. In combination, an internal combustion engine, a fuel feed throttletherefor, an ignition timer for the engine, a governor operated by theengine, means connecting the governor to said throttle and timer forimparting movements to each upon a running of the governor, and.manually controll d means yieldingly resisting a gov ernor actuatedmovement of said first means and being adjustable to change suchresistance.

18. The combination with the timer of an internal combustion engine, ofa governor actuated by the engine, a lever memmovable by the governor,an adjustable control lever, a spring connecting said control lever andmember to resist a governor actuated movement of said member, and meansconnecting both said lever member and control lever to the timer tocause a movement of the timer when either said member of control leverare moved.

1%. The combination with the timer of an internal combustion engine, ofa governor actuated by the engine, a lever member movable in onedirection by the governor, and adjustable control lever, yieldingconnection between said member and control lever, to said member andcontrol lever, said mechanism comprising a lever having one arm inconnection With the timer and its other arm in connection with both saidmember and control lever whereby movements of either will impartmovements to the timer.

15. The combination with the timer of an internal combustion engine, ofa governor actuated by the engine, a lever member movable in onedirection by the governor, an adjustable control part, a springconnecting said part and member, the tension of the spring and itsleverage action on said member being changed by an adjustment of saidpart, a lever, connection between one arm of said lever and the movablepart of the timer, a cross-arm pivoted intermediate its ends to theother arm of and mechanism connecting said timer said lever, and linlrsprojecting from the opposite'ends of said cross-arm, one havingconnection with said lever member and other having connection with saidpart whereby movements of either said member or part communicatemovements to the timer to advance or retard the spark.

16. The combination with the thro tlevalve of an internal combustionengine, of a governor actuated by the engine, a threearm lever havingone arm in connection with the governor whereby the lever is moved upona movement of said governor in one direction, connection between anotherof said arms and the throttle valve for communicating movements from oneto the other, and an adjustable control member having yieldingconnection with the re1naining arm of said lever -for resisting agovernor actuated movement thereof.

17. The combination with the throttlevalve of an internal combustionengine, of a governor, a lever having connection with and movable in onedirection by said governor, connection between said lever andthrottle-valve, and manually controlled means having spring connectionwith said lever to resist a governor actuated movement of the lever andbeing adjustable to vary both the spring tension and the leverage actionof the spring connection on. said lever.

In testimony whereof, we have hereunto signed our names to thisspecification in the presence of two subscribing Witnesses.

4 1 FRANK X. BACHLE. WALTER W. WELLS.

-Witnesses:

HOMER METZGAR, i J. C. L Knees.

